Coupler positioning device

ABSTRACT

A coupler positioning device including a movably mounted coupler carrying carriage which maintains an uncoupled coupler slightly spaced from the primary coupler support. An actuating linkage for positioning the carriage to correspond to the angular position of the trucks includes a push-pull cable. A push-pull spring arrangement including a pre-compressed spring serves to transmit the moving force from the cable connected to the truck to a linkage fixed to the carriage.

United States Patent 1 Allen COUPLER POSITIONING DEVICE [75] Inventor: John W. Allen, Flossmoor, Ill.

[73] Assignee: Stanray Corporation, Chicago, Ill.

[22] Filed: Dec. 7, 1970 [21] Appl. No.: 95,512

[52] US. Cl 213/15, 213/21, 213/61 [51] Int. Cl. B61g 7/12 [58] Field of Search 213/15, 19, 20, 21, 213/60, 61,162

[56] References Cited UNITED STATES PATENTS 3,610,435 10/1971 Randolph et al. 213/15 3,481,492 12/1969 Hand 213/21 3,365,078 1/1968 Hathorn et a]... 213/21 3,255,891 6/1966 Cope 213/19 11m... lium.

[ NOV. 27, 1973 1,166,600 1/1916 Kellogg et al 213/21 2,021,570 11/1935 Tangerman..... 213/21 2,933,199 4/1960 Kayler et a1. 213/20 Primary ExaminerDrayton E. Hoffman Att0mey-Sabin C. Bronson [57] ABSTRACT A coupler positioning device including a movably mounted coupler carrying carriage which maintains an uncoupled coupler slightly spaced from the primary coupler support. An actuating linkage for positioning the carriage to correspond to the angular position of the trucks includes a push-pull cable. A push-pull spring arrangement including a pre-compressed spring serves to transmit the moving force from the cable connected to the truck to a linkage fixed to the carriage.

8 Claims, 6 Drawing Figures qllliliil SHEET 2 BF 3 I; IL

I INVENTOR JOHN ,W. ALLEN ATT').

PATEN TED NUY 2 7 1973 PAIENTEDnuvz? ms 3.774.775 sun-:1 3 BF 3 INVENTOR JOHN W ALLEN 1 COUPLER POSITIONING DEVICE- BACKGROUND SUMMARY The present invention relates to a new and improved coupler centering device.

As is well known in the art of coupling railway vehicles, the couplers of the new cars to be coupled should be maintained approximately on the center line of the track. This location of the couplers reduces the likelihood of passed couplers which may result in damage and under some circumstances to the breakdown of the coupler mechanisms. Passed couplers generally occur when the coupling of the cars takes place on curves and particularly when the couplers are of the long shank type.

Coupler positioning devices, either manually or auto- 'matically actuated, have been used on the cars to eliminate the problem of passed couplers. Automatic coupler positioning devices generally include linkage means connected between the car trucks and the coupler. The linkages are arranged so that the angular position of the truck is transmitted to the coupler. This causes the coupler axis to be maintained on the track center line.

Prior coupler centering devices have been confronted with two basic problems. Neither of these problems has been solved satisfactorily.

The first problem is caused by the approximate 900 pound weight of the coupler. The coupler is supported on the coupler carrier, resulting in friction forces which create a high load. The 900 pound weight of the coupler can increase up to 100,000 pounds when the coupler is coupled to another car. These high loadsare caused by the weight of a car coupled to the coupler.

To minimize these high loads, efforts have been made to provide wear plates of different compositions. However, these efforts have' been unsuccessful for'the' reason that the loadsof up to 100,000 pounds rapidly destroy the plates. This has required frequent replacement of the wear plates, which is undesirable for the reason that it increases the out-of-service time of the cars. e The second problem relates to the limited space available for accommodating the automatic coupler positioning device. Coupler positioning structures that are operated from the trucks use tie bar linkages. These tie bar linkages are arranged to provide a mechanical advantage for applying the requisite forces for moving the coupler. It has been found difficult to find adequate space for accommodating the linkages.

By the present invention, it is proposed to provide a coupler positioning arrangement having means for reducing the load at the coupler and thereby minimiizing the forces required to be transmitted from the truck to the coupler by the connecting linkages. This makes it possible to reduce the linkage structure between the truck and the coupler.

This is accomplished generally by the provision of the coupler positioning arrangement including a movably mounted secondary coupler support which serves to support the coupler to a desired angular position. This secondary support includes means for supporting the weight of the coupler in a manner to reduce the load at the main coupler carrier and thereby reduce the force requirements for moving the coupler.

In the preferred form of the invention the movably mounted coupler support includes resilient means which serve to maintain the coupler elevated above the primary support. This coupler is raised sufficiently to reduce or eliminate the friction forces at the primary coupler support. The resilient means is yieldable upon coupling of the coupler under the weight of the coupled car so that the coupler is supported on the primary coupler support when subjected to high vertical loads.

The movably mounted support is in the form of a carriage on which the coupler is carried. The carriage is mounted for lateral or transverse movement to accommodate the swinging movement of the coupler supported thereon. The resilient means are in the form of compression springs that are arranged to bias the carriage upwardly so that an uncoupled coupler is maintained in slightly spaced relationship above the primary coupler support. The weight of a coupled car compresses the springs so that the coupler is then in engagement with the coupler carrier.

It is also proposed to provide a new and improved linkage arrangement for positioning the carriage and thereby the coupler for angular movement with the car trucks.

This is accomplished by a linkage arrangement including a push-pull cable connected between the truck and coupler carrying carriage. A push-pull spring arrangement is incorporated in the linkage so that only a single push-pull cable is required to shift the carriage and thereby the coupler in both directions from the longitudinal center line of the car.

The push-pull spring arrangement includes a housing of which one end is connected to linkage means for moving the carriage. A compression spring is disposed in the housing and is connected to one end of the pushpull cable so that the spring transmits a force capable of moving the carriage carrying an uncoupled coupler through the housing tothe coupler connected linkage. The spring, however, is arranged to be yieldable further in compression when opposing forces are applied on opposite ends of the arrangement so as to permit independent movement of the truck and coupler on S- curves.

BRIEF DESCRIPTION OF THEDRAWINGS ,FIG. 1 is a top plan view of a railway vehicle underframe having a coupler centering arrangement embodying the structure of the present invention mounted thereon.

FIG. 2 is a cross-sectional view taken generally along the lines 2-2 of FIG. 1 showing in particular the coupler supporting carriage arrangement of the present invention.

FIG. 3 is a fragmentary side elevational view taken generally along the'lines 3- 3 of FIG. 2 showing the carriage supporting a coupler and the'primary coupler support.

FIG. 4 is a cross-sectional view taken genrally along pre-compressed value of the spring are imposed thereon.

FIG. 6 is a cross-sectional view similar to FIGS. 4 and 5 but showing the condition of the arrangement when opposing pushing forces are imposed thereon.

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to the drawings, a coupler positioning arrangement embodying the structure of the present invention is shown embodied on a railway vehicle underframe 11.

The underfrar'ne 11 comprises a center sill 12 from which there extends lengthwise spaced bolsters 13 and cross bearers 14. A truck assembly 16 including a truck frame 17 is pivotally attached to the bolster in the standard manner. I

The center sill 12 may be of substantially standard construction and is provided at the ends thereof with a bell mouth 15. A coupler 19 including a coupler shank 21 is pivotally secured in the center sill by draft gear, not shown. The coupler may be a long shank type as shown.

The coupler centering arrangement or device 10, as heretofore explained, is used for the purpose of maintaining the coupler head 22 substantially on the center line of the track. To this end, the positioning device 10 is connected to trucks for actuation thereby in a manner so that the coupler assumes the same angular position relative to the longitudinal center line of the. vehicle as the trucks.

The coupler centering devices comprise generally a carriage sub-assembly 24 for movably supporting the coupler and a carriage actuating or linkage subassembly 26 for connecting a carriage 27 of the subassembly 24 for movement by the truck assembly 16.

As shown in FIGS. 2 and 3, the carriage 27 is movable along a transversely extending beam 28. This beam 28 may be made from a tubular member of substantially rectangular contour. The beam may be fixed at its opposite ends in sides of the bell mouth at the end of the center sill l2.

The carriage 27 includes an inverted substantially U shaped frame 29. The frame 29 includes an upper bight portion 31 and downwardly depending legs 3232 which straddle the beam 28.

Disposed between the bight 31 and the upper side of the beam is asubstantially U-shape'd channel 33. The U-shaped channel 33 includes a bight 34 and legs 36-36. Extending through lengthwise spaced openings in the bight are wheels 37 which are rotatably supported on shaftsfixed: in the legs 36. Blocks 38 fixed adjacent the opposite ends of the carriage legs 23 maintain the channel 33 within the confines of the carriage.

A pair of spaced compression springs 39 are disposed between the carriage bight 31 and the channel bight 34 so that the upper face 42 of the carriage is disposed in a plane vertically spaced above the top face 43 of a primary coupler support 41. The compression springs 39 are selected to maintain the slight vertical spacing between the top faces 42 and 43 when an uncoupled coupler 29 is supported thereon. However, the springs 39 yield when the coupler 19 is coupled to another car due to the weight of the car. Under this condition the coupler 19 is then supported on the primary coupler support 41.

The coupler is confined between a pair of upstanding pins 44. The upper ends of the pins 44 may include rollers 46 supported on sleeves 47.

Guide rollers 48, extending through slots 49 in the legs 32 and rotatably supported on shafts 50, engage the sides of the beam 28. Further guide rollers 52, rotatable on shafts51 fixed along the lower side of the legs 32, may engage the underside of the beam 28. The wheels or rollers 37, 48 and 52 serve to reduce the friction forces resisting movement of the carriage 27 along the beam 28.

The carriage actuating linkage sub-assembly 27 comprises a link 53 which is connected at one end by means of a pivot pin 54 to a bracket 56 fixed to one of the carriage legs 32. At the other end the link 53 is pivotally connected by means of a pivot stud 57 to one arm 58 of a bell crank '59. Connected to the other arm 61 by a pin 62 is one end of a housing 66 of a push-pull spring assembly 67.

The push-pull spring assembly housing 66 includes a guide tube 68 having a bore 69 which communicates with a housing chamber 71. A second guide tube 72 having a bore 73 is coaxial with the chamber 71 and the bore 69.

A compression spring 74 is disposed in the chamber 71' between a pair of lengthwise movable plates 76-76. Extending axially through the spring 74 and through openings 7777 formed in the plates is a rod 78. The rod at one end is formed with an enlarged end 81 which is guided within the bore 73. The inner edge of the end 81 provides a shoulder 82 against which one of the plates abuts.

A sleeve 83 to provide an enlarged end guide in the bore 69 is fixed to the other end of the rod 78 and provides a stop or shoulder 84 for the other of the plates 76.

A push-pull cable 86 is attached at one end to the enlarged end 81 of the rod 78. The cable is housed in a tubular cable housing 87 suitably fixed to the components of the underframe 1 1. The other end of the cable is attached to the truck frame 17 for movement there with.

In operation the coupler 19 is supported on the carriage 23 between the upstanding pins 44 as shown. During coupling, as for example on a curve of the track, the trucks 16 change their angular position as shown by the phantom lines. The push-pull cable attached for movement with the truck 16 transmits the movement to the bell crank 59 by way of the push-pull spring assembly 67.

In this connection it should be mentioned that the compression spring 74 is precompressed in the housing and acts as a rigid member up to a maximum load required to move the coupler supported on the carriage 23. This load of course is maintained at a minimum because the uncoupled coupler is carried in slightly spaced relationship above the primary coupler support and the carriage is mounted on wheels. Both of these conditions reduce the friction and thereby the load.

With the spring 74 acting as a rigid member, the movement of the cable is transmitted to the push-pull spring housing 66 by means of the shoulder 82 abutting the plate 76 at one end and the other spaced plate abutting the housing at the opposite end. This causes the housing 66 to be moved and thereby the crank arm 61 connected thereto by the pin 62 to cause rocking of the bell crank 59 to the dotted line position. In the dotted line position the link 53 connected to carriage 23 is operative to move the latter and thereby displace the coupler 19 to an angular position corresponding to that of the trucks 16. In this manner the coupler head is maintained approximately on the center line of the tracks for coupling with another vehicle.

The coupler 19 may be swung to the opposite side of the longitudinal center line when the trucks 16 turn in the opposite direction from that shown by the same linkage. This is made possible by the fact that the precompressed spring 74 acts as a rigid member within the load limitsrequired to move the coupler.

However, when the coupler 19 is coupled to another car, the weight of the coupled car causes the carriage springs 39 to be compressed so that the coupler 19 is now resting on the coupler support 41. Under this condition the load is increased and the spring 74 may yield when the precompressed load limit of the spring is exceeded. This permits the trucks and couplers to move independently of each other in a train line. Such independent movement is particularly important when traveling along an S-curve in'a track. 7 I I In such instances the coupler and truck apply opposing forces at the opposite ends of the push-pull spring arrangement 67. FIG. 5 illustrates the application of the opposing forces when the trucks are located on the outside of the track curve and the coupler head on the inside. Under these conditions the coupler l9 and trucks 16 are angularly disposed on opposite sides of the longitudinal cener line of the car. The load which is exerted by the coupler is greater than that capable of being assumed by the precompressed spring 74 so that shoulder 84 abutting the plate 76 causes the spring to yield to the right as viewed in FIG. 5. Such yielding permits the rod end 81 and thereby the cable attached thereto and the truck 16 to also move without transmitting any movement to the coupler.

Similar results are achieved when the coupler is on the outside of a curve and the trucks on the inside. As illustrated in FIG. 6 under these conditions the spring 74 is compressed to the left so that the truck 16 may turn independently of the coupler 16.

It should be readily apparent that the push-pull spring arrangement 67 permits independent movement of the trucks and couplers and thereby eliminates the possibility of derailments around S-curves.

Under some circumstances it may be desirable to move the coupler manually rather than automatically. To this end the linkage may be disconnected, for example, at either of the arms 58 or 61 of the bell crank 59.

From the foregoing description taken in connection with the accompanying drawing, it is believed one versed in the art may readily understand the operation of the structure as set forth in the accompanying claims.

I claim:

l. A coupler positioning arrangement for a railway vehicle having a truck, a coupler including a shank, a stationary primary coupler support, a movable secondary coupler support, means mounting said secondary coupler support inwardly of said primary coupler support for lateral movement so as to support and swing said coupler, said secondary including means supporting said coupler in vertically spaced relation above and independently of said primary coupler support, when said coupler is uncoupled and actuating means connecting said secondary coupler support and said truck, said actuating means including a single flexible cable and a push-pull spring assembly having a pre-stressed compression spring disposed between one end of said truck and said secondary coupler supported, means connecting said pre-stressed compression spring between said truck and one end of said cable for transmitting a force for moving said secondary coupler support in response to the movement of said truck by pushing or pulling of said cable through the complete range of angular movement of said truck to said coupler.

2. The invention as defined in claim 1 wherein said push-pull spring assembly includes a housing having spaced endwalls and connected to said truck, a rod connected to said cable and slidable within said housing and through said compression spring, shoulder means spaced lengthwise on said shaft and plate means, disposed adjacent the ends of said compression springs and engageable with respective ones of said shoulders and said end walls, whereby, when a force is applied on said coupler greater than the predetermined force exerted by said compressed spring, said spring is compressed between said plates and said shoulders to permit independent movement of said truck and said coupler.

3. The invention as defined in claim 1 wherein said supporting means of said secondary coupler support includes yieldable means for supporting said coupler out of substantial frictional engagement with said primary coupler support when said coupler is uncoupled, and being yieldable when said coupler is coupled to another vehicle because of the weight of the coupled vehicle whereby said coupler is supported on said primary coupler support.

4. The invention as defined in claim 3 wherein said secondary coupler supporting means includes a beam, and a carriage engaging said coupler and movable along said beam.

5. The invention as defined in claim 4 wherein said carriage is mounted on wheels ridable on said beam.

6. The invention as defined in claim 3 wherein said yieldable means comprises compression springs.

7. The invention as defined in claim 6 wherein said compression springs are disposed between said carriage and said wheels riding on said beam.

8. A coupler positioning arrangement for a railway vehicle having a truck, a coupler including a shank, a stationary primary coupler support, a movable secondary coupler support mounted for laterally supporting the shank of said coupler, so as to swing said coupler in a generally horizontal plane, said secondary coupler support including a beam and a carriage having coil compression springs yieldably supporting said coupler so that when said coupler is coupled to the coupler of another vehicle the weight of the coupled vehicle causes said coupler to be supported on said primary coupler support, and actuating means including a single flexible cable connecting said truck and a push-pull spring assembly, said spring assembly connected to said secondary coupler support for moving said secondary coupler support responsive to the movement of said truck.

UNITEDj STATES PATE NT f I" i CERTIFICATE OF CORRECTION Patent No. '377LH775 Dated N b 21, 1913 Inventorq) 031 1L ATJEN It is certified that error appears in the above-identified patent I and that said Letters Patent are hereby corrected as shown below:

Column 3, line 61, after "coupler", 29" should be l2;

1! I I u g u n :0 $3 u n, n 53 u n carriage" "23" .n u -1;

Il 1 3 u 66, n n r ag n 3" n n 21:

Claim 1, line 7. after "secondary", insert support Column 6, line 5, "supported" should be 'suppgfi.

Signed and sealed this 13th day of Au gust 1974.

(SEAL) Attest:

McCOY M. GIBSON, JR. C.- MARSHALL DANN Attesting Officer Commissioner of Patents FORM PCs-1050 (10-69) USCOMM-DC 60376-P69 U. 5. GOVERNMENT PRINTING OFFICE "I! 0-3i-S34 

1. A coupler positioning arrangement for a railway vehicle having a truck, a coupler including a shank, a stationary primary coupler support, a movable secondary coupler support, means mounting said secondary coupler support inwardly of said primary coupler support for lateral movement so as to support and swing said coupler, said secondary including means supporting said coupler in vertically spaced relation above and independently of said primary coupler support, when said coupler is uncoupled and actuating means connecting said secondary coupler support and said truck, said actuating means including a single flexible cable and a push-pull spring assembly having a pre-stressed compression spring disposed between one end of said truck and said secondary coupler supported, means connecting said prestressed compression spring between said truck and one end of said cable for transmitting a force for moving said secondary coupler support in response to the movement of said truck by pushing or pulling of said cable through the complete range of angular movement of said truck to said coupler.
 2. The invention as defined in claim 1 wherein said push-pull spring assembly includes a housing having spaced end walls and connected to said truck, a rod connected to said cable and slidable within said housing and through said compression spring, shoulder means spaced lengthwise on said shaft and plate means, disposed adjacent the ends of said compression springs and engageable with respective ones of said shoulders and said end walls, whereby, when a force is applied on said coupler greater than the predetermined force exerted by said compressed spring, said spring is compressed between said plates and said shoulders to permit independent movement of said truck and said coupler.
 3. The invention as defined in claim 1 wherein said supporting means of said secondary coupler support includes yieldable means for supporting said coupler out of substantial frictional engagement with said primary coupler support when said coupler is uncoupled, and being yieldable when said coupler is coupled to another vehicle because of the weight of the coupled vehicle whereby said coupler is supported on said primary coupler support.
 4. The invention as defined in claim 3 wherein said secondary coupler supporting means includes a beam, and a carriage engaging said coupler and movable along said beam.
 5. The invention as defined in claim 4 wherein said carriage is mounted on wheels ridable on said beam.
 6. The invention as defined in claim 3 wherein said yieldable means comprises compression springs.
 7. The invention as defined in claim 6 wherein said compression springs are disposed between said carriage and said wheels riding on said beam.
 8. A coupler positioning arrangement for a railway vehicle having a truck, a coupler including a shank, a stationary primary coupler support, a movable secondary coupler support mounted for laterally supporting the shank of said coupler, so as to swing said coupler in a generally horizontal plane, said secondary coupler support including a beam and a carriage having coil compression springs yieldably supporting said coupler so that when said coupler is coupled to The coupler of another vehicle the weight of the coupled vehicle causes said coupler to be supported on said primary coupler support, and actuating means including a single flexible cable connecting said truck and a push-pull spring assembly, said spring assembly connected to said secondary coupler support for moving said secondary coupler support responsive to the movement of said truck. 